Car-brake.



AND MECHANISMS.

\ PATENTED SEPT. 4, 1906.

P. M. KLING.A

GAR BRAKE.

APPLIcATroN FILED 11116.21. 190s.

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74. MACHINE Emvltms AND MECHANISMS. 5 5

No. 830,154. PATENTED SEPT.' 4, 1906.

P.' M. KLING.

V GAR BRAKE.

APPLIOATIO FILED AUG. 21, 19Q5.

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CAR BRAKE.

APPLloATIoN PILED AUG.21. 1905.

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UNITED STATES PATENT onirica.

PETER M. KLING, OF ELIZABETH, NEW ERSEY.

, i CAR-BRAKE.

Specication of Letters Patent.

Patented Sept. 4, 1906.

Application filed August 21, 1905. Serial No. 275.106.

.To all whom it may concern.'

Be it known that I, PETER M. KLING, a citizen of the United States, residing at E liz abeth, in the county of Union and State'of New Jersey, have invented certain new and useful Improvements in Car-Brakes, of which the following is a specification.

My present invention relates to improvements in brake mechanism, and has for its object to provide an improved mechanism for transmitting power from the crank-shaft to the brake beam or lever in a brake mechanism.

More particularly described, my invention has for its object to provide a power-transmitting means for brake mechanism especially ada ted for high-speed railway-cars having en latforms whlch are below the level of the oor or the main or central part thereof.

In high-speed railway-cars it is often essential that the main portion of the floor-frame-- that is, that portion over the car-trucks-be elevated to give sufiicient space for .the trucks, the end platforms being nearer the rails to provide steps up to said floor. It is also advisable that the brake-chains be on a plane above the trucks. For this reason I have provided a means whereby the brakechains may be mounted immediately beneath the central or raised portion of the lioor and above the trucks. n

I provide by the present invention several forms of mechanism whereby the brakechains may be actuated by well-known forms of brake-controlling mechanism. ,y

In detail, my invention consists in the provision of a brake-chain-Windi spindle and several forms of mecha-nismngor Vactuating said s indle, whereby ower may bevtransmitte from a contro lin device on one plane of action to the bra e chains or rods on another plane of action. Such an arrangement is especially advantageous in the caseof hi h-speed cars in which the Hoor or the centrs portion thereof is elevated'above the end platforms and where it is desired to control the brake by hand-operated cranks on the end platforms. In such case the power is to be transmitted from one end of the crank-shaft or other spindle on one lane of'action to the brake-chains on a erent plane of action through the medium of the inter osed brake-chain-winding spindle.

A ther object of my invention is to promechanism be rapidly rotated to take up the vide improved details of structure herein described, and shown in the accompanying drawings, in which like reference characters refer to like parts, and in which* Figure 1 is a general sectional side elevation of my improved car-brake. F 2 is a detail perspective view of the two-part supporting-bracket for the brake-chain-winding spindle, showing the parts in corrclative assembled positions. Fig. 3 is a like view of the adjusting member of said bracket. Fig. 4v is a view llke Fig. 1 of an improved slacktake-u device forminor a part of my invention. g. 5 is a viewike Fig. 2 of the supporting-bracket with such device attached. Fig. 6 1s a general sectional side elevation of my improved car-brake, showing slight modifications of structure. Fig. 7 is a like view showing other modifications of struc- `ture, and Fig. 8 is a similar view showing means for operating the s indle by air.

y Referring now in detai to the drawings, 1 represents the main or' raised portion o the floor of a high-speed railway-car; 2, one of the end platforms of the same; 3, the car- 'truck; `14, the crank-shaft of the brake-con- Atrolling mechanism-such as shown and describe in my Letters Patent No. 781,533, dated January 31, 1905, entitled Brake mechanismand 5 a shaft adapted to be actuated by the crank-shaft 4 by mechanism within the housing 6 clearly shown and described in the said patent, so that said shaft 5 will at the commencement of the braking slack in the brake-cham and at the completion of the braking operation will be more slowly rotated, but with increased power. I do not describe in detail the structure within the housing 6, since this is not an essential feature of my invention, as any means as, for instance, the shaft 5 may be the lower end of the crank-shaft 4. The shaft 5 therefore is rotated in any suitable manner and has mounted at its lower end a sprocket 6, connected by an endless chain to the sprocket 8, mounted on a spindle 9, rotatably mounted in lugs 10 11 on bracket 12.

Near the upper end of the spindle 9 is secured one end of the brake-chain 13, which chain is connected in the customary manner to the brake beam, lever, or other mechanism for applying the shoes, which is not here- `may be employed for rotating the shaft 5` IQO - in shown. Since the brake-beams (not shown) 1.1 o'

or other shoe-applying devices are located point above the truck and immediately beneath the car-floor, it is essential that the brake-chain 13 be mounted to exert its pull on substantially the same plane as the brake beam and lever or other shoe-applying device. The spindle 9 therefore forms means of transmitting power to the brake-chain in substantially the same horizontal plane with the brake-beam or the like from a point on the same horizontal plane. with the lower end of the crank-shaft or other shaft operated by the brake-controller, Figs. 1 and 2.

Indifferent cars the floor is at different heights above the level of the end platforms. Hence it becomes necessary to provide a universal form of bracket 12, which can be adjusted to different levels on the car-frame, so as to elevate or lower the winding end of the brake-chain 13 and the spindle 9. For this purpose I have constructed the bracket 12 in two partsthe main or spindle-carrying member 12 and the adjustable clamping member 12a. The main member 12 is provided With serrations or teeth 14, adapted to engage the serrations or teeth 15 on the adjustable or clamping member 12, the two members being secured to ether against movement by the nut 16 andz bolt 17, said bolt 17 being adjustable in a slot 18 in the member 12. Member 12 is also provided with suitable bolt-eyes 19, through means of which the same may be secured to the frame by means of bolts 20, passing through a beam in the floor-frame. The said member 12 fits snugly against one face of a beam in the floorframe, here shown as the door-sill, and the adjustable or clamping member 12a fits snugly against the under side of said beam and is secured thereto by means of spikes or other medium 21, inserted through the eyes 22.

It will probably be necessary that some adjustable slack-take-up means be used in connection with my improved mechanism, and for tnis purpose I have shown in Figs. 4 and 5 such an arrangement. Therein I form the main member of the bracket 12 of several parts 12b and 12. The part 12b is adapted to be secured to the framing of the car and engages the adjustable clamping member 12a. The parts 12c are spindle-supporting arms adjustable horizontally on arms 12d of part 12b through medium of serrations or teeth 12e and bolts 12r in slots 12g. This forms merely one of many examples of the manner of obtaining a horizontal as well as a vertical ad'ustment of the spindle 9.

n Fig. 6 I have shown a slight modification in the form of mechanism thus far de-` scribed, wherein one device of a mechanism for rapidly applying the brake is mounted on the crank-shaft 23, and the other device of such mechanism is mounted on a s indle 24. Such members consist of a pair o inverted on] cones 25 26, the base of the cone 25, which is the car-truck and extend upwardly to a mounted on the crank-shaft 23, being uppermost, and the apex of the cone 26, which is mounted on the spindle 24, being up ermost. 27 is an operating-cable connected to the bases of the respective cones, so that when the cable 27 fills one of the cones the opposite cone is empty. Through use of this mechanism at the commencement of the braking operation the rotation of the crank-shaft 23 will be relatively slow and the rotation of the spindle 24 relatively fast, so that the slack in the brake-chain 28 will be ra idly taken up. At the com leti'on of the bra (ing operation after the slack) in the chain 28 is taken up and the brake-shoes brought into engagement with the car-wheels, at which time greater leverage is required, the rotation of the crankshaft 23 will be relatively fast and the rotation of the spindle 24 relatively slow, at which time the cable 27, winding on the apex of the cone 25 and base of the cone 26, exerts greater power of rotation on spindle 24.

In Fig. 7 is shown a siinilarineansconsisting of but one cone 29, mounted on-the up er end of a spindle 30, mounted on a brac et 30a. Spindle 30 in this case is connected by an endless chain 31 to the crank-shaft 32 through means of suitable sprockets, such as already described. In this forniof structure the crank 32 rotates the chain 31, the spindle 30, and the cone 29, which being inverted or having its base uppermost -will rapidly take up the slack of the brake chain or cable 33 by reason of the fact that at the commencement of the operation the chain or cable 33 is winding on the base of the cone 29, exertin a stronger pull on the chain or cable 33 at t e completion of the brakino' operation, because the cable or chain 33 at that time is winding upon the apex of the cone 29. Of course the sprocket or spindle 30 may be, and preferably is, of greater diameter than the sprocket on shaft 32, as shown.

In Figs. 6 and 7 the bracket 30"11 may be made more adjustable and in one part, instead of as shown in Figs. 1, 2, and 3.

In Fig. 8 is shown a means for operating the spindle through the ordinary air-cylinder, in which 34 is the exhaust-cylinder and 35 the outlet-pipe, 36 the piston-rod connected to the piston (not shown) in the cylinder and connected to the spindle 37 through means of a cable 38 39. By creating a vacuum in the cylinder 34 through the pipe 35 in customary manner the piston-rod 36 is drawn4 inwardly, operating, through the cable 38, the spindle 37 to wind the brake-chains 39 thereon and apply the brakes to the carwheels.

In all of the forms of mechanism hereinbefore described the winding-spindles form a means of transferring power from one horizontal plane to the brake-chains at different horizontal planes.

IOO

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. Having thus described my invention, the following is what I claim as new therein and desire to secure by Letters Patent- 1. In a brake mechanism, the combination with a brakecontrolling device and a brake-cable; of a winding-spindle mounted at a distance from said controlling device and connected to said brake-cable on one plane of action, and suitable caring between said controlling device an said spindle on a different plane of action.

2. In a brake mechanism, the combinationwith a controlling device at one end of the car, and a brake-cable; of a spindle centrally located on said car and connected to said brake-cable, and suitable caring beween said controlling device and said spin- 3. In a brake mechanism, the combination with a controller and a brake-cable, of a winding device suitably eared to said controlling device on one p ane of action and connected to said brake-cable on a higher plane of action.

4. In a brake mechanism, the combination with a controller, located at the end of the car and a brake-cable of a vertical winding device mounted beneath the floor and connected to said brake-cable in one horizontal plane, and suitable gearing between said controller and said winding device on a different horizontal plane.

5. In a brake mechanism, the combination with a controller, and a brake-cable; ofa winding device geared to said controller and connected to said brake-cable and adapted to transmit power from said controller on one plane of action to said brake-cable on a higher plane of action.

6. In a brake mechanism, the combination with a controller and a brake-cable g of a winding device geared to said controller and connected to said brake-cable and adapted to transmit power from said controller on one lane of action to said brake-cable on anot er plane of action, and an adjustable bracket for supporting said winding device.

7. In a brake mechanism, the combination with a controller and a brake-cable; of a wmdmg device connected to said cable and geared to said controller and an adjustable bracket for supporting said winding device comprising a main or supporting member and an adjustable or clamping member.

8. In a brake mechanism, the combination with a controller and a brake-cable; of a winding device for operating said cable, a bracket for supporting said winding device and adapted to be secured to the car-frame beneath the platform, and suitable connection between the controller and the winding device for operating the latter by the former.

9. In a brake mechanism, the combination with a brake-cable; of a winding device connected to said cable on one plane of action, and means for operating said winding device connected thereto on a lower plane of action.

10. In a brake mechanism, the combination with a brake-cable on one plane of action, means for controlling said cable located on a lower plane of action, and suitable operating connection between said controlling means and said cable.'

11. In a brake mechanism, the combination with a controller; of a brake-cable mounted on one plane of action, and means for transmittinff power from said controller at a point on a ower plane of action to said brake-cable.

12. In a brake mechanism, the combination with a brake-cable, a vertical spindle centrally located on the car-frame for operating said cable, and means for operating said spindle.

13. In a brake mechanism, the combination with a controller, oi' a bra lie-cable on one plane of action, and variable-speed gearing on a lower plane of action, transmitting power from said controller to said cable.

PETER M. KLING.

Witnesses:

JOSEPH J .'SCIIMIDT, HARRY A. KNIGHT. 

